Originally Posted by
Pilot DAR
If gigantic forces associated with propeller vs wing loading forces were hiding, or cancelling each other out in flight, surely there would be correspondingly different handling and performance during power off maneuvering, as one of these sources of force was dramatically reduced. Though power off maneuvering usually involves trading off altitude, I have otherwise found it to be within the handling expectations for the type. To offer an example that propeller powered airplanes with a decent power to weight ratio can be very nicely flown in maneuvering power on, or power off, I would refer you to Bob Hoover's demonstrations in the Shrike. He seemed to suffer nearly no handling defect power off through some very impressive maneuvering and turns.....
I meant reduced power from the extreme power level of wwII fighters, not power off.
WwII pilots never show any interest in using emergency power in horizontal turns, which is contrary to theory for competitive turns.
Since high power and a low wing seem critical, the only type I have seen you mention that roughly matches WWII fighters is the trainer, A Harvard or Texan or something similar.
Can the Harvard sustain faster turn rates at full power than it can at reduced power? I do mean SUSTAINED speed on fully horizontal turns.
Let’s say the minimum turn time for that Harvard, at sustained speed and 70% power, is 18 seconds per 360, indefinitely. If my theory was correct, you would be incapable of matching this sustained speed turn rate with 100% power.
Current assumption is that 100% power will sustain horizontal 360s FASTER at a constant speed.
I predict 100 % power will be at least one or two seconds slower per 360... Hard to notice as significant in ordinary maneuvers, but hugely obvious in combat...
It really is that simple.
It could be that a requirement is a hard 5 g turn entry, followed by an ability to sustain 80 degree banks and 3.3 gs at a constant horizontal speed. The effect may not scale anywhere downward from such relatively high values for a prop type of over 6000 lbs... It could be that a “tumble” of air must be set up by a hard entry at high bank.